Literary hares. Motorcycle "Kovrovets": specifications and photos

01.03.2021

Fuel system

In the Soviet planned economy, "every cricket knew its hearth." Competition was not encouraged, and each enterprise had a nomenclature allotted to it. Annoyingly, the factories in Kovrov and Minsk, which produced almost one model of a 125-cc motorcycle, did not fit into this scheme. And when the Kovrovites “went on promotion”, the officials breathed a sigh of relief.

The landmark 20th Congress of the CPSU went down in history by condemning the personality cult. And techies have their own milestones. Firstly, at this congress it was decided to stop the production of steam locomotives. Secondly, the first truly new post-war Soviet motorcycle, the K-175, debuted at the exhibition of industrial products presented for familiarization to the participants.

In 1956, the teams of the Special Design Bureau and experimental workshop No. 26 designed and manufactured the first sample of a domestic road motorcycle of a new class 175 cm3. He was given the designation K-175.

The new motorcycle had modern external forms, good stability and cross-country ability, was comfortable and reliable in operation. The original design of a motorcycle of the 175 cm³ class, new for the USSR, according to some estimates, has become a revolution in the domestic motorcycle industry. Only one plant in the country - named after Vasily Alekseevich Degtyarev - decided to take such a responsible step. And the novelty was highly appreciated: 17 engineers and workers who were directly involved in the development and development of the model were awarded silver and bronze medals of the exhibition committee of VDNKh, and the plant received a diploma of II degree and a small silver medal. K-175 became the basis for all Kovrov motorcycles that were mass-produced until 2003: Kovrovets-175A, Kovrovets-175B, Kovrovets-175V, Voskhod, Voskhod-2, Voskhod-2M, "Voskhod-3", "Voskhod-3M" and "Voskhod-3M-01".

In 1956, the K-175 was put into serial production, the number of motorcycles manufactured increased dramatically and exceeded 10,000 pieces. Now the Kovrov factory has become one of the largest motorcycle manufacturers in Europe.

The new 175 cc engine had a light alloy cylinder. The carburetor is closed by a casing, which also housed a mesh air filter. Both the gearshift pedal and the kickstarter are located on the left.

The novelty was significantly different from the 125-cubic units. Inside the closed frame, the designers placed a new engine, arranged with a three-speed gearbox. For the first time in the country, they used interchangeable wheels with 16-inch tires on a production car. The designers covered the rear of the motorcycle with linings, in which tool boxes were placed. Behind the soft double seat was a chrome bracket. The designers attached retractable footrests for the passenger to the lower tubes of the frame. They hid the rear wheel drive chain in a dustproof casing, made the front fender deeper, placed the signal above it, mounted the light switch and ignition switch in the fuel tank. The motorcycle was equipped with a brake light, activated by pressing the brake pedal, and an indicator of the neutral position of the gearbox. This improved driving safety.

The headlight housing is visually integrated with the front fork housing. The throttle cable and wires are hidden in the steering tube.

Designers have worked hard on the appearance of the K-175. Thanks to the careful elaboration of the side view (as the artists call it - the silhouette), with harmoniously inscribed small wheels, the motorcycle seems very compact. Successful solutions were also the combination of the engine crankcase with the carburetor casing, mufflers of a conical shape and an openwork stand cast from an aluminum alloy.

For the first time on a serial Soviet motorcycle, an aluminum cylinder with a special cast iron sleeve pressed into it was used. The exhaust pipes were threaded to two steel pipes fused into the aluminum cylinder jacket. The crankshaft rotated in three bearings of the 204 series. As on the 125 cc engine, the cylinder and head were also pulled together using four studs screwed into the crankcase, but their diameter was increased to 8 mm. The short-stroke (61.75 × 58.0 mm) engine developed 8 hp. at 5000 rpm, accelerating the car weighing 105 kg to a speed of 80 km / h.

Under the gas tank cap is a panel with an ignition lock and control lamps.

The design of the air filter has changed in the power system. Since the carburetor was closed with a decorative cover, an air filter was installed in its body, consisting of a set of grids.

The designers added two pairs of discs to the clutch. On motorcycles of the first releases, an interlocked clutch drive (“semi-automatic”) was installed: both from the lever on the steering wheel and from the gear shift pedal. But later the mechanism was unified with the K-58 clutch drive.

For three years, the plant simultaneously produced 125 cc and 175 cc motorcycles, but in 1960 it finally switched to the 175 cm³ class.

The steel tubular frame did not structurally differ from that used on the K-58 - only a platform for mounting the relay-regulator was welded to its upper beam in the area of the seat post. The suspension has not changed fundamentally either. But the front fork casing had a complex structure and consisted of three metal and five rubber parts. The lower part is made of two pipes interconnected by an openwork jumper using contact welding; medium (the so-called "pants") - from two short pipes connected by gas welding to a cup, a cover was put on top with a hole for installing a speedometer. The assembled middle and upper parts were the headlight housing. The upper traverse and the middle part of the steering wheel were closed.

The front mudguard of the K-175 was unusually deep. It was made by a very laborious method of deep stamping.
The designers redesigned the 12-liter gas tank, from previous models only side rubber knee pads (nigrips) were used. They placed the tank neck with a chrome-plated cap with a measuring cup in the center, a panel with an ignition switch, neutral gear and battery charging control lamps was installed a little lower in a cut tunnel.

A double easily removable seat also had a complex design. Its metal frame was formed by plates welded together, in which holes were drilled in a row for attaching springs that worked in tension and ran along the entire surface of the seat. Inside the frame, at the rear and in the middle, four barrel-shaped springs were additionally installed, which worked in compression and were fixed on the metal platform of the seat body. The seat also included a felt cover and a two-tone leatherette cover (top light, bottom dark brown).

The designers enclosed the reverse gear in a special casing (the so-called "flounder"). It consisted of two aluminum castings held together with three M6 screws. Between the casing and the engine, the chain was protected by two rubber corrugations. Thus, tightness was achieved, the service life of the chain was significantly increased, and its lubrication was less often required.

On the basis of the 175 cc road model, sports motorcycles for motocross and multi-day racing were developed in 1957.

The six-volt electrical equipment was made according to the same scheme as on the K-125, K-125M and K-55 - with a DC generator and a battery. An important difference was the change in the polarity of the ground: if earlier the negative pole was connected to the ground, then the positive terminal was connected to the ground in the K-175. The generator power has been increased from 35 to 45 W, the relay-regulator has become a two-stage one. There are also new elements: a neutral pointer and a brake light.

The second version of the K-175, with a separate headlight housing.

Unfortunately, the K-175 did not last long in this form: according to some reports, only 70 motorcycles were assembled in 1956. The people began to call this model "Kovrovskaya Java". Indeed, outwardly it was similar to the Jawa 250/353 of the 1953 model. For what reason they changed the appearance of the K-175 motorcycle is not known for certain. Perhaps the Czechs made claims, perhaps the complexity of manufacturing affected. The assembly of the motorcycle turned out to be another task: the conveyor was idle for a long time, and incompletely assembled devices accumulated on the workshop sites. To help the assemblers, even "breakthrough teams" were created, to which workers from different workshops were sent. The designers were given the task of urgently changing the front fork covers and moving the central switch to the headlight housing.

The third version of the K-175, with a different gas tank and a new emblem. In 1959, a four-speed gearbox was installed on a motorcycle, and a new electrical system was used on some machines - with an alternator and without a battery.

In 1957, the K-175 was modernized, reducing the resemblance to Czech motorcycles. So, in the second option, the steering wheel casing was abandoned, and in the third, a larger gas tank was installed. The emblem of the first two versions was the letter "K" in a circle, the third version was produced under the new trademark "Kovrovets-175", on the emblem of which sitting hares were located on top of the inscription "Kovrovets". In this form, the motorcycle was produced until 1960, when it was replaced by a significantly improved Kovrovets-175A model.

K-175 at the exhibition of new motorcycles.

sources: moto-kovrov.ru/novosti/mototsikl-k-175/

MOTO magazine - November 2015

My first own vehicle was the glorious Kovrovets motorcycle of the model, I think, K-175. This is exactly the motorcycle from which a large family of unpretentious Voskhods, beloved by the rural youth of the USSR, later grew.

Unfortunately, due to the short period of ownership of this miracle of technology, I didn’t even have a photo of a two-wheeled friend, but this black mustang left behind bright and cheerful memories. having completed my military service with honor in the ranks of the Soviet Army, and having already begun my productive labor activity in Leningrad, as a shift foreman at house-building plant No., popularly known under the poetic name "Parnassus", I thought about acquiring something mechanical to carry me along the beautiful streets and squares of my beloved city, and also - like a whirlwind carried out of the city, in order to spend wonderful weekends in the bosom of our magnificent nature ... Such thoughts excited my imagination, not spoiled by the exploitation of personal vehicles. And they also burned the pocket of the "rights" received before serving in the army - nothing that was open at that time, only category "C", i.e. "trucks with a gross weight of more than 3.5 tons" - in those glorious times it was possible just by coming to the traffic police on the street. Professor Popov, pass a driving test for any lower category - even for a passenger car, even for a motorcycle - and here, please, roll from here to your health! So from this point of view, I did not have any concerns. But the material side of the matter ... I worked, as already noted above, as a shift foreman, I received my engineering and technical personnel 135 rubles, I was not predisposed to steal and cheat, and I didn’t want to load cars at night, and there was competition in this field took place to be extraordinary - from students to candidates of sciences. Thoughts arose to look for a humpbacked "Zaporozhets" or "Moskvich-401" at the spontaneous car markets that already existed at that time in Avtovo and on Energetikov Avenue, theoretically it was possible to meet six hundred rubles, but the options that turned up were, as a rule, ruined ruins holding a shape that vaguely resembles a car, only thanks to the thick (albeit rotten to through holes in many places) metal, and a couple of dozen layers of paint, the last of which were applied with a brush and roller. There were instances lovingly painted by the owners with oil paint! All of them were not on the move, they required investments and a place to do repairs, but at that time I did not have a garage or a dacha. And I wanted to ride right now! :) Once, while talking with my classmate at the glorious LITL (Leningrad Industrial College, which I completed before the army), with the noisy girl Yulka Maksimova, I heard from her that her older brother Lekha, having already acquired a certain weight in society and a certain car, would not mind selling a friend of his youth, a combat motorcycle! True, Yulia did not know his brand, the most informative thing that she managed to draw out of her was "He's black !!" When asked about the documents, a friend of my student days confidently stated that, they say, yes, there is a thick book, good documents, which somewhat puzzled me, but the flame of desire to possess technology has already flared up in my soul with all its might! Moreover, the declared price for a steel horse was pleasing; some hundred full-fledged Soviet rubles! And so, the next autumn weekend, anxious and anticipating, Yulia and I went by train to the Danube gardening, where Yulia's family had a country house on the notorious six acres ... To be honest, the first meeting with my future steel horse somewhat disappointed me ... From the dusty bowels of the backyard shed, after some labor to extract dusty baskets, boxes, cartons, and other buckets with shovels and rakes, a squat black motorcycle was born, with a double leatherette seat, a low steering wheel, and an old-fashioned headlight, built right into headlight housing speedometer. Against the backdrop of Yav and Chezetov, sparkling with chrome and lacquer, running through the streets of Leningrad at that time, my future friend looked like a donkey against the backdrop of Oryol trotters ... so what! loved passionately and wholeheartedly!
-Where are the documents, Yulka? - sounded a natural question.
-Will be now, wait, I'll find it! - Maximova confidently declared, and disappeared in the depths of the country "palace". After long rumbles, sneezes from dust, obscene expressions, she appeared on the threshold, proudly holding out to me some kind of plump little book: - HERE! Documents as promised! Upon examination, the book turned out to be, of course, an instruction manual for this miracle of technology. You can’t say anything with a good and detailed instruction, with many photographs and drawings showing the process of operating, repairing and saving a motorcycle. The tables of possible malfunctions were especially touching: "The engine does not start" --- "Possible reason: the engine is faulty." --- Remedy; "Repair or replace the engine!" ... and in the same vein :)) It was from this instruction that I learned the name and brand of my purchase. But this did not solve the problems with the technical passport. Yulia didn’t remember any other pieces of paper regarding this vehicle from the moment it entered their house ... Somewhat upset, I nevertheless decided: “Ah, everything is bullshit, MAYBE no one will stop, and if anything, I’ll get away with yards and vegetable gardens !" and calmed down. But Maksimova, who was illiterate in documentary terms at that time (now she is a cool lawyer, let her blush in hindsight !! :)) nevertheless strictly said: "Well, that's a complete tryndets, now I will have unsolvable problems - to issue it on myself, set me up, Yulia, ah-ah-ah! Everything is gone, everything is gone!!!" Yulia dimmed her eyes (apparently, she had already distributed in her mind the commission due to her from Lyokha for the sale of an unusable illiquid asset - for the purchase of Leningrad clay-like mascara and large bright plastic clip-on earrings), but her sadness was short-lived - "Do you know," she beamed, once such an incident has already happened - let me give you Lyokhin a motorcycle helmet as compensation and a bonus !!! True, his brother loves and cherishes, he was even going to ride in a car - but - you need to somehow resolve the situation !! "For wrinkling my forehead in "heavy thought", picking the backyard sand with my toe of my sneakers, I said with a heavy sigh and doom: "Well, well ... solely out of respect for our student brotherhood ... Although you plunge me into the abyss of problems. Well, so be it, and I still need a helmet - don't spend an unbearable 40-50 rubles on its purchase! After that, Yulia, with indescribable agility, obtained a HELMET hidden in advance from the secret holes of the gutted shed! ... Maksimova has always been a cunning Jewess. .. The helmet solemnly presented to me was a miracle of design thought of the 1960s period. An egg-shaped small plastic helmet (remember, like Morgunov in "Operation Y"?) Burgundy color was equipped with orange "ears" hanging down to the chin made of terrible leatherette, which should have been securely fixed under the chin.
“But the visor disappeared somewhere about five years ago, I’ll find it - I’ll certainly give it to you,” Maksimova shamelessly lied. Without a visor, which was fastened on three rivet buttons above the driver's eyes, the helmet had a completely idiotic look, and a motorcycle racer in this helmet, even at that time, unpretentious and not spoiled by an abundance of sports accessories, looked like a potential client of the psychiatric clinic named after. Skvortsova-Stepanova. But nothing could stop me! Mentally rushing on a mighty steel horse along the gray ribbon of the highway to the shining horizons, with a friend behind me, embracing me in a warm embrace, with shaking hands I counted the agreed one hundred rubles into the hands of the insidious Maximova ... and fell down to my acquisition!
I must say that I had never had motorcycles before, in my early youth I rode the mopeds of my classmates several times, and this was the end of all the experience of communicating with two-wheeled vehicles - not counting one memorable winter trip in my student years to the dacha to my friend LITTLE Lyoshka Yakshin. Then, having pretty much taken strong drinks in the company of merry girls, whom we met about three hours ago, we decided to arrange a winter mototrial on rough countryside terrain in Toksovo - in order to amaze our trembling girlfriends with our dashing and skill. We already walk and navigate in the surrounding space by that time could with difficulty, but the skill of a motocrosser - you can’t drink it away !!! At that time, everything ended quickly, and - pah-pah - almost bloodless. I perched on Lyoshkin's monstrous pseudo-Java, shining with rough welds on a self-made frame of three-inch water pipes, one of the adventurers perched behind. Yakshin, inflamed under the influence of alcohol with a terrible zeal to comply with safety regulations, put a bell-shaped helmet on her smart head, painted with the names of groups - heavy rock monsters like AC / DC, KISS and others like them, but, due to the lack of a second helmet, I was given a construction wadded quilted balaclava with laces at the top, and blessed for rides. Lyoshkin's dacha stood on a hillock, from which a dirt hummocky path ran down to the highway, at this time of the year well covered with snow.
- Tires - cross, do not panic, press, Seryoga! - this is how Yakshin admonished us to the roar of a revving motorcycle. I easily pushed off with my feet from the sinful earth, and we flew to the night stars ... We were saved by the fact that we never reached the highway - the headlights of a Zhiguli car leaving the highway flashed ahead, which made its way through the snow in the direction of gardening. Having already decently accelerated, I began to look for a way to bypass the unexpectedly appeared obstacle, and since the car occupied almost the entire width of the track, the motorcycle, after a couple of tricks with the steering wheel, quite naturally moved into a roadside ditch, there, with all its foolishness, crashed into a log bridge without a railing, this ditch intersecting. I took off from behind the wheel, made a short flight over the night snows, and upon landing, I took on my body a successfully flown girlfriend. I was surprised by the absence of the slightest scratch on me, while my friend’s saving helmet broke her nose, and she abundantly sprinkled the red snow ... ditches with my girlfriend did not work. Yakshin, angry at the injuries inflicted on his beloved motorcycle child, after removing the motorcycle monster from the ditch, deliberately imperceptibly pulled out some wires from the ignition system, after which the monster stopped starting, and roared nastily when I pushed the motorcycle uphill ....
I apologize for the lyrical digression necessary to understand the level of my motorcycle skills and knowledge of this type of equipment ... So, realizing my complete power over the newly acquired Kovrovets, I poured gasoline brought with me from the city in glass bottles into the tank, already mixed in the right ratio with engine oil, pumped it into the float chamber of the carburetor, and with an intrepid foot hit the kick starter pedal ... You know, after several attempts, the Kovrovets did start up !!! He snorted, cleared his throat, spat a blue-gray smoke from the muffler into the clean country air, and rumbled confidently and soothingly, as if he hadn’t been standing for several years, forgotten by everyone, under the yoke of garden tools ... My delight knew no bounds !! Now!!! Here it is, done!!!
- Seryoga, ride! I want too!! Maksimova shouted happily.
- Jump in the back! - majestically I answered her, sitting behind a low steering wheel like a monumental motorcycle racer. Julia touched the seat at the moment I released the clutch lever, the Kovrovets jerked, started off, rushed into the open ... Julia jumped on the seat, the clutch was released - the motorcycle stalled ... Then I abandoned the idea of \u200b\u200brolling someone, began to start the Kovrovets with acceleration - taking the wheel, squeezing the clutch in gear - I ran with him in my hands, released the clutch - jumped in the saddle ... And he wound up and drove off! I, crazy with happiness, flew on it along the central path of gardening, stretching a smile to the base of the gums, squeezing out crazy 80-90 km/h, and did not want the path to end, because I had a vague idea of how to turn around on it. ... But happiness does not last forever, the little hole is over, the forest loomed, I began to force the equipment to turn around, to which it did not agree, but strove to fall on its side. Slowing down with my feet, as I didn’t have time to figure out the brakes, and tearing up my left sneaker, I almost turned the obstinate horse around, but then it stalled again .... Kovrovets didn’t want to start any more - he was tired, apparently, after so many years a quiet life ... Drenched in sweat, I pushed my new friend to Yulkina's dacha, and decided to temporarily leave him at the place of his former residence - until the moment when I bring with me a competent specialist to start and regulate.
Our next meeting with Kovrovets took place in a couple of weeks. Having agreed with Yulia that I would come with a specialist for a motorcycle in her absence, I called Max. My army friend, Maxim Zhabin, the happy owner of a bright red eared "Zaporozhets", had in my eyes the unquestioned authority of a great connoisseur of all self-propelled vehicles. I tempted him to travel with me by the fact that there would be no owners at Yulkina's dacha. And Max at that time was rapidly developing his romance with his current wife, and then with a cordial friend, Olka Matonkina. For meetings in a relaxed atmosphere, the lovers did not have conditions, so the proposal "to ride on the Danube, relax in the dacha, at the same time fix the motorcycle" was met with great enthusiasm, understanding and approval. On a sunny day, a red "Zaporozhets" (later, by the way, passed into my ownership, but more on that on my other page) parked near the fire pond on the Yulka site. Naturally, while I was getting a motorcycle from the bowels of the notorious shed, Max Olkoi retired under the vaults of the dacha "mansion" - obviously, to inspect the interiors and examples of dacha-applied art, presented in abundance in the spacious halls of this building .... Having finished this fascinating excursion in an hour , Max left Olka to communicate with the natural environment, and we came to grips with our obstinate motor friend. Various tools were brought with them, again gasoline with bottled oil, instructions for repair and maintenance of motorcycles, clippings from the magazines "Behind the wheel", a change of clothes - my demobilization "parade", taken with me in this capacity, by the way, remained then in this shed, which, unreasonable, regretted years later - what a memory !!! :) But the cunning Zhabin kept his ceremonial tunic, snake ...
... We sorted out the carburetor several times, replacing the dried-out gaskets with home-made ones, cut right there on the spot from cardboard boxes from under the cake, cleaned the candle, setting the gap, changed the high-voltage wire ... The motorcycle still did not start well, although it began to ride a little better. And here we are driving around gardening, Max is driving, I am behind ... That's what Kovrovets did not like - it was turning, I noticed this when I first met him! Or maybe - there were some tricky tricks on how to turn safely and famously on it, but we didn’t know that? According to my estimates, the safe turning radius of this motorcycle - even at low speed - was somewhere around 20 meters !!! Naturally, on narrow gardening paths, and even if there were a fairly large number of summer residents there, the ride was associated with certain nervous costs.
-Pillar in front, with support! - Max informs me dispassionately, driving a motorcycle. Looking out from behind his back, I see a lighting column in the form of the letter "L", for some reason standing strictly in the middle of the path along which we are driving. In principle, the path is quite wide - about five meters, going around the pole even by car is not a problem, so we are approaching without worrying.
- How will we go around - Max is interested in me for some reason, - on the right, or on the left?
- Yes, let's follow the rules, on the right - I suggest.
-Maybe on the left? Max replies uncertainly. Meanwhile, the pillar is approaching clearly in the center. Not agreeing, we turn away at the last moment, but hook the pole with the foot gearshift lever ... We fly together into the ditch, burn ourselves on nettles, lie down, looking at the sky, and an unmuffled motorcycle crawls around the pole. Summer residents passing by, crowned with panama hats (here are good souls!) Strictly scold us:
-The bastards drove around here, on motorcycles, bastards, they broke all the pillars for us, drunk, of course !!! - instead of giving first aid, or asking at least, as in American films: "Yu all right ??" ... We get out of the ditch, I pull the decompressor lever on the steering wheel, the motorcycle, convulsively jerking, calms down. We examine ourselves: both of them have blood stains on their clothes, but there are no wounds or abrasions - no matter how they searched, they didn’t find it, wonderful! :) Now the motorcycle has to be started from the pusher. Max pushes, I press the gas and the clutch, we run .... started up! Let's jump into the saddle, let's go! The fun ride continues... The gearshift pedal, bent when hitting a pole, creates even more convenience: now, to change gear, it is enough to squeeze the clutch and tilt the motorcycle to the side - the pedal touches the ground and snaps up! (for "Kovrovets" - the first gear - down, the rest - up, whoever drove such ones will understand). Here ahead - the end of the path, a T-junction, again, a ditch. I want to make the motorcycle turn - it violently resists this, strives to fall, although the speed is low - but it pulls and tilts it to the side, we slow down, we fall ... The hot ribbed cylinder head presses on the leg, burns through army trousers ... I turn off the decompressor, we get up, start again from the pusher, now Max is at the helm - the technician roars, Max unexpectedly abruptly throws the clutch - and the Kovrovets suddenly famously stands on the goat, begins to joyfully ride on the rear wheel, like a rearing horse. Max walks next to him - well, exactly the horse tamer from the Klodt sculptural group on the Anichkov Bridge! The raised steering wheel does not allow you to intercept the hand from the gas handle, but Max apparently forgot about the clutch and decompressor ... The motorcycle cheerfully plows the ground first with the rear state. number, and as it is crushed and destroyed - by the rear wing. I have already dug decent furrows, you can start planting potatoes or other root crops. I run around feeling sorry for the bike and yelling at Max:
-Turn off, turn off the bike! - in excitement, forgetting the word "mute", trying to get him to pull the decompressor lever, and not knowing how to express it. In the end, Max, apparently, gets tired of this restive trotter, and he just throws the poor motorcycle onto the road ... Plaintively clinking, the glass of the headlight breaks, the motorcycle, hiccuping in the gut, falls silent in an offended way ... In general, this our visit again failed I was to return from the Danube to the city on a dashing horse - it was somehow scary - what if it stalls on the road?
But it was necessary to somehow take the vehicle to the city! In the shift entrusted to my sensitive leadership at the house-building plant, Zhenya Ledyankin served as a minder, in the past - a truck driver. So I invited him next time to go with me to the dacha. In the early 70s of the last century, Zhenya had just such a motorcycle - "Kovrovets", and he knew it - to the last screw. I don’t remember how I seduced Zhenya for a trip - either with the promise of a day off, or - just nostalgia leaped up in a person. In general, we arrived at the dacha - and Zhenya within five minutes, simply loosening the screws securing the generator, and turning it back and forth clockwise or counterclockwise (in this way, it turns out that the ignition moment was regulated on this motorcycle) achieved an easy start and uninterrupted motor work. Dashing famously through the gardening, Zhenya said:
-Good technique, you will need to have something similar in your country house! I don’t remember why we didn’t pick up the motorcycle from the dacha again at that time - we probably arrived late, after a working day, and it was already dark outside, and the road was unfamiliar, and the headlight was broken ... We returned home by train.
Finally, I decided to pick up the motorcycle, having arrived at the dacha with my younger brother, Pavlukha. My brother was then about twelve years old, and he was a plump and heavy burly man. I took it with me to entertain ... and push the motorcycle together - if something happens on the road! - still easier! :) They rolled the motorcycle out of the barn while I was fiddling with it, preparing for a long journey - brother, having found fishing rods in the barn, managed to catch fish in the fire pond on the Yulka site, even, in my opinion, caught something there ... That's all , the engine runs smoothly, gasoline is filled, junk-collected, the barn is locked, it's time to hit the road. We drove away from the hospitable dacha, the barn, which had been the home of the black "Kovrovets" for so many years, disappeared around the corner, the wind rustled in the red ears of the clown's helmet, and the little brother pressed against my back from behind. But... I didn't know the way to the highway very well, having strayed through gardening, we skidded in the viscous mud at some intersection of paths, and the motorcycle stalled again. For some reason it didn't want to start. I did not get into the ignition, but decided to clean the candle. The candle key, of course, was not with him. It remained to go on a hike through the gardens, in search of car owners. Pushing the motorcycle, we moved slowly along the lines of gardening, and - oh, good luck! - near a neat house, a man took out a fifty-liter gas cylinder from the trunk of a brand new red "Moskvich-412".
- Excuse me, do you have a candle key for five minutes? A helpful, kindly-faced elderly driver rummaged through his tool bag and handed me a spark plug wrench, saying:
- You use it, and then carefully put it on the hood, while I change the cylinder.
I took up the candle, brother, whistling, chopped the leaves of roadside burdocks with a sprig. At this time, an incredible squalor rolled up to us with a bang - a bicycle of an unrecognizable brand, equipped with a sooty D-6 engine - remember, perhaps - such engines were sold (fifty rubles cost in sporting goods stores) - by a simple installation on any bicycle, a miraculous transformation of a muscular vehicle took place - in self-propelled. Behind the wheel sat a local boy of about thirteen - a serious summer cottage "man-with-nail", and his retinue was made up of two or three younger boys. They stared enviously at the washed black motorcycle. With an important preoccupied air and a sense of legitimate pride from possessing complex and expensive equipment, I cleaned the electrodes of the candle, screwed it into the socket of the cylinder head, put on the cap of the high-voltage wire, and only after that, wiping my hands on my pants, condescending to attention to the new arrivals. We exchanged a few deeply technical phrases with the driver of the miracle bike, appreciated all the advantages of my mustang, I carefully placed the candle key on the sparkling hood of the Moskvich, and pulled the kick starter. The motorcycle - that's smart - started up "with a half-poke", did not shame in front of the natives!
- Pavluha, jump, it's time to go home - I called to my little brother from behind the wheel. Pashka landed in the back seat at the moment I let go of the clutch ... No, the Kovrovets did not stall - in vain, perhaps, Zhenya fiddled with it - golden hands! Under the influence of the mass impulse of my brother, the rear wheel sank, but the front wheel rose 30 centimeters into the air, giving me an unusually valuable first experience in stunt riding the goat. "Kovrovets" boldly and confidently went its own way, only now, it's a pity, I, clinging to the steering wheel, with my brother, who pulled me back with his arms wrapped around me, could not take any part in correcting this path, chosen by the motorcycle on my own. After a dashing ride of about twenty meters, the motorcycle hit the raised front wheel exactly in the gap between the front left fender and the driver's door of the Moskvich, crushing the body iron, peeling off the shiny red paint .... And immediately stalled .... My stupefaction and stupor lasted for a minute ... Pictures of the distorted, kind face of the owner of Moskvich flashed through my mind, then - an underground market on Energetikov Avenue with rogue faces of speculators: "Who will sell the left wing and the front door to" four hundred and twelfth "?" ... "And how much is the painting of the element will it cost?" .... Then - groups of three-digit numbers in rubles, dreary: "whom to borrow from?" next to him, with his arms outstretched. We were brought out of our stupor by the voice of a “man-with-nail” on an unidentified bicycle:
-Well, why did you stand up??! Run faster! Get out!!
I confess honestly. That thought had never crossed my mind until that shout. Even in the subcortex, in the subconscious, it did not move ... He intended to meet the blow of fate with his chest. But ... then something broke, clicked in my skull! Instinctively, without hesitation, I grabbed the motorcycle by the horns of the steering wheel, and, shouting to Pashka: "Catch up" - I rushed as fast as I could along the street ... to the right .... the intersection ... to the left ... even faster ... running - run run!! I haven't run that fast in a long time! Despite the heaviness of the bike, I think my speed performance was very impressive. He ran until the breather ran out completely, then for a long time he grabbed the air with his open dry mouth. "Kovrovets" after that refused to start at all. Neither the kick starter nor attempts to start from the pusher helped. Didn't even sneeze, black bastard! Already at dusk, hiding in the bushes, we pushed the unfortunate "Kovrovets" to Yulkina's shed, stuffed it inside, and, looking around, began to make our way to the train platform. Fortunately for us, the red-haired Moskvich and its owner were not observed in the vicinity of the Danube platform. Tormented by shame for what I had done, and especially by my flight from the scene of the crime, I loitered along the platform, waiting for the last train ....
So intensely, but ineffectively, my story of owning a two-wheeled motorcycle miracle ended. A month later, I sold "Kovrovets" for fifty rubles to Zhenya Ledyankin - he needed money to buy (Urgent !!) a cool player that our electrician on duty Sashka Krivonosov brought to work. Very importantly, he walked around the shop, wearing foam rubber headphones on a thin shiny bow, and, closing his eyes, plunged into the waves of the music of Dyer Straits, which we then loved ... Sneaky Zhenya, seeing my sincere desire to get the player immediately, did not throw any not a ruble for the price declared by him, and there was no one else to hand over the motorcycle! That, in fact, is the whole story about Kovrovets, but the memories remain - the most joyful ones, with the exception, of course, of guilt towards the owner of the Moskvich ...

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"Handsome" - this is how Soviet daredevils and connoisseurs of motorcycle technology called the model "K-175", which became fundamentally new and technically perfect back in 1957. The prototype of the famous Kovrov iron horses was the trophy model of German motorcycles "DKW-RT-125". It was the best of the light motorcycles with an engine displacement of 125 cm³ from the 30s and 40s of the last century.

About the history of the development of motorcycle models "Kovrovets"

A year after the Patriotic War, in 1946, the first models of Kovrov motorcycles with an engine capacity of 125 "cubes" were produced. The model was called so - "K-125". This motorcycle was actually a complete copy of the German "RT-125", which in the first year of production from the "Degtyarev" conveyors came off 286 units.

The Kovrovets motorcycle of the 125th model was one of the best Soviet light motorcycles that were produced until 1951. Then the technique was subjected to modernization, which consisted in improving the comfort and convenience while driving. In the period from 1951 to 1955, the Kovrov craftsmen produced the K-125M model.

In 1955, the leadership of the ZiD (Kovrov Plant named after Degtyarev) decided to release fundamentally new models of motorcycles, which were supposed to differ from their predecessors in improved performance. This is how the K-55 model appeared. This Kovrovets motorcycle was equipped with a completely new type of carburetor and an upgraded exhaust gas removal system, due to which it was possible to increase its power.

Turning 57th year

"K-55" was produced until 1957, after which another model appeared - "K-58", on which a 5-horsepower two-cylinder engine was installed, and the gas tank was also increased. In addition, manufacturers have changed its shape, which has become more streamlined, and upgraded the electrical equipment of the machine. The Kovrovets motorcycle (photo can be seen below) of the 58th model was the final in the lineup of 125 cc bikes, the release of which ended in 1960.

The production of Kovrov motorcycles of the K-175 series was launched in 1957. These were powerful road motorcycles, which, along with the 58th model, were produced by the factory until 1960. Later they were replaced by the K-175A model. The motorcycle of the 175th series was produced until 1965, and the Czech model Java-ChZ-175 served as its prototype. Motorcycles with a working volume of 175 cm³ were not previously produced in the Soviet Union, so the appearance of the K-175 model on the market caused quite a stir.

The Czech "Java" was at that time the height of perfection of engineering and technical solutions, so the Kovrovets motorcycle turned out to be quite an interesting car - beautiful and powerful, with excellent driving characteristics, and also very comfortable. The K series is closed by the K-175V and K-175SM models, after which the Voskhod (Kovrovets) motorcycle appeared in 1966 - an order of magnitude more comfortable car, which was distinguished by excellent technical characteristics.

Characteristics of the model "K-125" release 1946-1951

The Kovrovets 125 series is a single-seat light road bike equipped with a two-stroke single-cylinder 4.25-horsepower air-cooled engine that provides a maximum power of 4.8 thousand rpm. The motor cylinder is made of cast iron, which, together with an alloy head, is mounted on an aluminum crankcase by means of studs. The motor also houses a G-35 variable electric generator and a K-30 type float carburetor with a needle valve type.

The transmission of this model is presented in the form of a three-speed gearbox with a foot shift type. The multi-plate clutch is located in the oil sump. The tubular closed frame weighs just over 5kg and the total weight of the machine is 84kg, with the engine weighing 17.5kg. Base dimensions are 1245×970×675 mm. The maximum speed that this motorcycle is capable of developing is 70 km / h. Note that in 1951 the K-125M model was released, which already weighed 88 kg. It was equipped with a front telescopic fork, which was articulated with a hydraulic shock absorber.

Series "K-55" and its features

The design bureau of the plant carried out developments to modernize the 125th Kovrovets, and already in 1955 the first K-55 model was produced. Thanks to the modernization, the speed characteristic of the Kovrovets motorcycle was increased to a maximum value of 75 km / h. The 55-ka was equipped with a new type of carburetor "K-55", and the rear suspension became pendulum.

Prior to that, in the 125th model, the rear rigid suspension caused significant discomfort while riding and led to the fact that it was necessary to repair the Kovrovets motorcycle (mainly the chassis). The machine was equipped with a single-stroke 4.75-horsepower two-cylinder engine of its own production with a working volume of 123.7 cm³ with an improved cooling system. The motorcycle weighs, like the K-125, 84 kg. The Kovrovets motorcycle of the K-55 model was produced by the plant until mid-1957.

About "Kovrovets" 58th model

The 58th Kovrovets motorcycle (whose photo is located above) was a continuation of the previous 55, in which the electrical equipment underwent significant changes. A variable generator began to be used here, which made it possible to abandon the battery, thereby greatly simplifying the process of operating the machine. Also, a speedometer and an ignition switch were mounted in the headlight housing, which became much more convenient for the driver.

The maximum speed of the model reached 80 km / h with a total motorcycle weight of 92 kg. The working volume of a single-cylinder 5-horsepower engine remained unchanged. However, the shape of the fuel tank and its capacity were changed, which made it possible to increase the mileage without the need for refueling. The clutch disengagement mechanism has also been redesigned to make the release much easier. In addition, without losing engine power, it was possible to significantly reduce noise by installing a muffler of a more advanced model.

Model "K-175"

The engine of the Kovrovets motorcycle of the 175th model has now become short-stroke with one cylinder with a two-stroke duty cycle. The volume of the engine was 173.7 cm³ - before that, in the USSR, such engines were not used in the production of motor vehicles.

The model began to differ from its predecessors in appearance: the rear part of the closed design, a protective cover appeared on the carburetor, the drive chain also became protected, a comfortable double seat appeared and a completely new 16-inch wheelbase - this is now the Kovrovets K-175 motorcycle. Specifications also had a significant difference. Judge for yourself: the 8-horsepower engine produced a maximum speed of 5200 rpm and was able to accelerate to 80 km/h with a weight of 105 kg.

The 175th motorcycle "Kovrovets" has a 1270 mm base with a ground clearance of 240 mm. The dimensions of the model are 1980×1070×760 mm. As for the transmission, the box remained a three-stage version with a foot-type gearshift. Later versions used a semi-automatic release. As for the electrical equipment of this machine, it should be noted that a DC system using batteries has been used.

Modification of "Kovrovets" "K-175A"

In December 1959, a fundamentally new model of the 175-ki was born - the K-175A, the Kovrovets motorcycle. The technical characteristics of modification "A" differed significantly from the "younger brothers". A four-speed gearbox with a disc-type mechanism was installed on it.

Electrical equipment was based on the use of a G-38 variable generator, which made it possible to do without a battery, which was especially important for residents of rural areas, where its maintenance caused great difficulties. The tangible smoothness of the car was given by the front suspension, presented in the form of a rodless telescopic fork.

The design of the air filter has also undergone some changes, which began to be mounted on the suction pipe. The mass of the K-175A model is 110 kg. In comparison with the 175th modification, the power characteristics and speed capabilities remained practically unchanged. A new emblem began to flaunt on the gas tank of modification "A": two hares turned towards each other - the emblem of the city of Kovrov, and the inscription "Kovrovets" on the bottom.

About the Kovrov motorcycle modification "K-175B"

Production of the K-175B series began in 1962. The B model was equipped with a new K-36 carburetor, thanks to which, at low speeds, it was possible to achieve good stable operation of a single-cylinder 9.5 strong engine capable of delivering a maximum number of revolutions of 5.4 thousand.

This made it possible to increase the speed indicator. Now the maximum speed of the car reached 85 km / h, which could be developed from the start in a quarter of a minute, which is almost half that of the K-175A model.

On motorcycles of this series, a variable generator of the G-401 type was installed, which provided more stable performance. The total weight of the machine is 115 kg. The model was produced until 1964.

A series of machines "K-175V"

The first models of motorcycles "K-175V" began to be produced in 1963, which were distinguished by the presence of a cylinder made of cast iron with one exhaust pipe. This decision was made by the plant's engineers, primarily to simplify the design and change the gear ratio, but this was not achieved.

There were no significant differences for this model. All the same single-cylinder 9.5-horsepower two-stroke engine, which made it possible to develop a maximum speed of up to 80 km / h with a weight of 110 kg. However, later versions already had an aluminum cylinder with two exhaust pipes, which made it possible to increase the maximum speed threshold to 85 km / h. Externally, the model remained unchanged.

Powerful Kovrov motorcycles of the K-175SM series

1959 is famous for the fact that Kovrov motorcycles took part in international sports competitions. Thanks to their perfect design and the skill of Soviet athletes, it was possible to repeatedly become winners of the races. Naturally, the SM series is considered the most powerful and technically advanced. It had many differences, including a stable wheelbase, thanks to which winter riding on a Kovrovets motorcycle did not present any particular difficulties for athletes.

Specifications "K-175SM"

The main difference between the K-175SM is its powerful 12.8-horsepower engine with a piston stroke of 58 mm and a working cylinder diameter of 61.7 mm, which ensured the development of a maximum speed of up to 100 km / h. In addition, the engine was able to develop a large torque - 1.72 kg * m at a maximum power of 5.6 thousand rpm. The base of the motorcycle is 1270 mm, and its overall dimensions are 1980 × 1070 × 760 mm with a total weight of 110 kg.

As for the gearbox, it is a four-speed with an improved shift mechanism. In addition, a two-row type motor chain made it possible to increase the transmission moment transmitted from the crankshaft to the “primary” box.

In conclusion, we add that after the release of the model of Kovrov motorcycles of the K-175V series, in 1966 ZiD launched the production of the 1st model of the Voskhod motorcycle. Many components of machines of previous versions have undergone a major revision, which ultimately made it possible to significantly improve the main operational indicators. This was the beginning of the release of more comfortable and technically advanced products of the enterprise.

The Kovrovets-175V motorcycle received a number of improvements compared to the Kovrovets-175B, and left the assembly line in two modifications. It was produced in small batches in 1963, with a cylinder with one nozzle and with one silencer and serially with a cylinder with two nozzles and two silencers in 1964-1966.

Engine power was increased to 9.5 hp, liter power was 54.6 hp / l. The increased gear ratios in the power transmission improved the traction and dynamic qualities of the motorcycle. The reliability of the motorcycle was increased by using parts and assemblies of a more rational design and improving the quality of their manufacture.

Much attention was also paid to the appearance, improving the quality of finishes and chrome parts.

The cylinder of the first version was a cast-iron monoblock with an enlarged exhaust port, made by precision casting at the Gorohovets Iron Foundry.

Despite the fact that the results of preliminary tests were positive, overheating often occurred on production samples, which led to engine failure. Complaint letters began to come from consumers to the enterprise, and it was decided to cast an aluminum alloy cylinder jacket, and press a cast-iron sleeve into it. Since January 1964, the plant began production of the second version of the Kovrovets-175V with the usual two-pipe exhaust system and an aluminum alloy cylinder with a pressed sleeve, the ignition and clutch covers on the engine were smooth, the numbers 175 were absent.

The crank mechanism and the gas distribution system of this motorcycle are the same as those of the previous models of the Kovrovets-175 motorcycles.

The design of the bearing of the lower head of the connecting rod has been changed in the engine. Now a split ring was not placed in the lower head, there was no need for grooves on the inner surface of the connecting rod and the outer contour was not processed. The side rings are replaced by star-shaped ones. Two flared side slots at the outer contour allowed the introduction of an additional amount of mixture for lubricating the bearing. In addition, to improve the durability of the crankshaft, the clearance in the selective assembly of the bearing of the lower head of the connecting rod was increased from 0.004-0.0016 mm to 0.007-0.0019 mm.

For the convenience of consumers, after some time they began to produce unified crankshafts that can be installed on the engines of motorcycles K-175, K-175A, K-175B, K-175V.

On the right trunnion of the unified crankshafts, two key grooves were made, one of which was painted with red paint. When using these crankshafts on K-175 motorcycle engines, the generator anchor should be placed on a painted keyway. On motorcycles "Kovrovets-175A", "Kovrovets-175B", "Kovrovets-175V" the generator anchor was placed on an unpainted keyway.

In the power supply system, the design of the air purification system was changed. The air filter was separated from the intake silencer and placed in the least dusty area - under the saddle. A special additional protective device was used, connected by contact welding to the base of the air filter, which prevented dust from entering the filter element from under the rear wheel shield. The air cleaner cassette was attached with two M5 nuts to studs welded to the base. The filter element, located in the cassette, consisted of several rows of metal mesh impregnated with automotive oil. The intake silencer, located between the carburetor and the air cleaner, was connected to them by two rubber pipes. Such an air purification system made it possible to effectively clean the intake air and reduce intake noise.

On the motorcycle, the gear ratios of the gearbox and the gear ratio of the reverse gear have been changed. In the first version, the reverse gear ratio was 3.14, and the total gear ratios when the first gear was engaged was 20.02, the second gear was 12.74, the third gear was 9.10, and the fourth gear was 6.50. The reverse gear ratio in the second version, as in the previous models, was 2.93, and the total gear ratios when the first gear was engaged was 18.68, the second gear was 11.88, the third gear was 8.19, the fourth gear was 6, 06.

Muffler

A slightly modified muffler was installed on the motorcycle, which was tested on sports modifications. It was equipped with additional baffles and a removable shank plug, which made it possible to reduce exhaust noise and clean the plug from carbon deposits.

The stampings of the halves of the mufflers of the previous models were interconnected by contact welding, this connection was not reliable. So, when the engine was “flooded”, the gasoline-air mixture accumulated in the mufflers, when ignited, often tore the mufflers at the seams. The new muffler around the perimeter was scalded with gas welding. At the front, it was fastened with a bracket, which was screwed to the muffler from below with two M8 bolts, and from above it was connected to the frame with a bolt and M6 nut. The rear muffler mount remains unchanged. The new larger diameter exhaust pipe was connected to the cylinder and muffler with the same flange nuts with a larger inner diameter. The tightness of the connection was achieved, as in previous models, with the help of copper rings and an asbestos cord. On motorcycles "Kovrovets-175V" of the second version, mufflers of the previous design were installed.

front fork

On the Kovrovets-175V, a rodless fork was installed, as on the previous two models, but it had a number of features. An additional spring was located between the piston and the washer, which began to work only with a sharp downward movement of the wheel, acting as an additional shock absorber. The shock absorber strut was increased in length, the piston was strengthened by flaring. The gland housings were made of aluminum alloy.

For normal operation of the fork, 140 cm3 of AU spindle oil (GOST 1642-50) was poured into each feather, which is 20 cm3 more than on the previous model.

electrical equipment

The electrical circuit of the Kovrovets-175V motorcycle was distinguished by the fact that a wire for lighting the speedometer went from the low beam thread of the central lamp.

The motorcycle used the FG-38B1 headlight with an ignition lock cover. The optical element of the headlight had a central lamp with a high beam filament of 32 St. and a shielded low beam thread of the same strength at a nominal voltage of 6 V. The low beam thread screen did not allow the beams to blind oncoming drivers when the low beam headlights were turned on. At the same time, a powerful beam of light fell on a nearby section of the road in front of the motorcycle. The SP-115B speedometer was installed in the headlight. Speedometer lamp A19. 2 St.

seat

The seat of the motorcycle, due to the increased width and length of the latex filler and the change in the frame, has become more comfortable for the driver and passenger. The redesigned seat cover significantly improved the look of the motorcycle.

Paintwork and appearance

High demands were placed on the motorcycle of the second modification, and a plan was outlined measures to improve the appearance, most of the points of which have been implemented.

1. All types of undercarriage (tank, shields, closures, box covers, front fork housing, upper traverse) must be thoroughly cleaned before coating and have a smooth surface with mechanical removal of irregularities.

2. Splashes of welding on specific places are not allowed.

3. All parts to be painted must be phosphated and primed.

4. The lower welded edge of the gas tank must be smooth without welding splashes and blunt.

5. The enrichment lever must be cream colored plastic.

6. The body of the light switch is chrome-plated, and the switch lever is made of cream-colored plastic.

7. Paint parts with gray-green synthetic enamel.

In fact, Finnish Tikkurila paint was used for motorcycle seat salads, then blue and dark green.

8. The fuel tank should be made without sizing.

9. Details from TsAM alloy (brackets of control levers, bracket and decompressor lever) to be polished with subsequent clarification.

10. Aluminum alloy parts (wheel hubs, clutch cover, alternator cover, brake shoe base, rear wheel chain case and case covers) are polished, and the brake shoe bases and chain case are further brightened.

11. Wheel spokes are covered with bleached zinc or nickel plated.

12. Cream colored PVC handlebars.

Light handles were not used for a long time, almost immediately they were replaced with brown ones.

13. Cream gas tank cap.

14. Mufflers are polished, chromed and glossy (according to the manufacturing technology for the tropics).

15. Saddle cover in three versions:

a) the top and sidewall are red;

b) cream-colored top and sidewall;

c) the front of the sidewalls and the top are cream, and the heel counter is beige.

In the end, the top of the cover was beige, and the sidewall was black. In 1966, the top and sides are red and the top is red and the sides are black.

16. Cream PVC knee pads.

The knee pads (nigrips) remained rubber unchanged. All rubber parts were supplied to the plant by an allied enterprise, in particular, the Yaroslavl Tire Plant.

17. Cream or gray wire sheath.

18. Cream colored passenger handle.

19. Passenger handle caps chrome plated.

20. Control cable and speedometer flexible shaft with cream or gray sheath.

Only the flexible shaft of the speedometer had a cream-coloured sheath.

21. Petrol hose made of polyethylene.

The polyethylene hose began to be used only twenty years later, on the Voskhod-3M motorcycle.

22. The headlight and taillight housings are painted in the color of the car.

23. Locks of tool boxes to polish with the subsequent clarification.

The rear brake lever of the first version of the Kovrovets-175V differed in appearance from the previous model.

Recent batches of bikes featured running hares emblems, tool box lock tips, and a cream-coloured plastic steering damper pinch bolt top.

An action plan to improve products was implemented in 1964. In fact, mass-produced motorcycles in all respects were not inferior to motorcycles assembled for export to European and tropical countries.

The decorative cover of the front wheel, the axles of the brake pedal of the front and rear wheels, the rear brake lever, the flags of the front and rear brakes, the damper parts, the rear wheel tensions and all the fasteners, except for the spring washers, were coated with zinc on serial motorcycles with subsequent clarification.

On export and exhibition samples, the following were additionally covered with chrome: a decorative front wheel cover, front and rear wheel axles, rear brake axle and lever, front and rear brake flags, damper parts, rear wheel tensioners and all fasteners.

In 1964, it was prepared for production, and in 1965 the first batch of a new motorcycle model was assembled under the Voskhod-1 trademark in the amount of 298 pieces.

In 1966, both models rolled off the assembly line, Kovrovets-175V and Voskhod-1.

In June 1964, the factory team was part of the national team of the USSR. Testers: Solovyov V. I., Parfenov V. Ya., Kulev N. V., Kireev V. I., Krasnov A. F., Kuznetsov B. V., Aleev R. A., on motorcycles "Kovrovets-175V » participated in the international motor rally held in Geneva (Switzerland). The USSR team received the 1st national prize, and the team of our plant received the 4th place among the club teams.

Motorcycle "Kovrovets-175V" in two modifications was produced from 1963 to 1966.

The number of produced motorcycles is 451254 pcs.

Restored motorcycles "Kovrovets-175V" of both modifications can be viewed in the private museum of Nikolai Tubaev.

The Kovrovets-175A motorcycle is the next step in the modernization of the K-175 road motorcycle. An increase in the compression ratio and the installation of a modernized K-55B carburetor led to an increase in engine power to 8.2 liters. With. The crank mechanism and the gas distribution system are the same as those of the K-175 motorcycle,

How to qualitatively change the piston, find out the dimensions of the repair cylinders and pistons, when and how to clean the piston from carbon deposits

The motorcycle is equipped with a new muffler design, which significantly reduces the noise level of exhaust gases.
The main difference between Kovrovets-175A is that it has a new four-speed gearbox, which consists of eight gears, primary, intermediate and secondary shafts. There are three gears on the input shaft, of which one is movable, on the intermediate shaft there are four, of which one is movable, and on the secondary shaft there is one gear. A small (inner) clutch drum is rigidly mounted on the end of the input shaft protruding from the crankcase, and a rear chain drive sprocket is mounted on the end of the secondary shaft.

The input shaft is mounted at one end (on the clutch side) in a ball bearing (series 203), and at the other end in the main gear bushing, which rotates in a double-row roller bearing, the outer ring of which is pressed into the crankcase. The intermediate shaft rotates in two ball bearings (series 202), the outer races of which are pressed into the left and right halves of the crankcase.

The gearbox is filled with oil through a hole in the left upper clutch cover, which is closed with a plug with an oil dipstick and a hole for communicating the crankcase with the atmosphere.

The gearshift mechanism consists of a base, a second disk with two symmetrically located curved grooves and five locking grooves, two shift dogs, a leash and two movable forks.

Since 1961, a rodless fork with a hydraulic shock absorber has been installed on the Kovrovets-175A motorcycle. In the steering column of the fork, a friction-type steering damper is mounted, which consists of two metal (movable and fixed) and two friction (fiber) washers, a threaded bushing, a Belleville spring and a tightening bolt with a wing nut. The fixed washer enters the cutout of the fork rotation stop on the frame, and the movable washer has a protrusion inside that enters the groove of the threaded bushing. The latter enters from the bottom into the tube of the steering column and is fixed in it with a pin.

On the Kovrovets-175A motorcycle, the connection of the rear wheel sprocket with the wheel is carried out by a rubber clutch, which partially dampens dynamic loads.

The electrical equipment is fundamentally the same as the electrical equipment of the K-58 motorcycle.